Transmission



R. LAPSLEY May 13, 1952 TRANSMISSION 7 Sheets-Sheet 1 Original FiledMarch 15, 1944 I70 JNVENTQR.

- ROBERT LAPSLEY ATTYS.

May 13, 1952 R. LAPSLEY ,7

TRANSMISSION Original Filed March 15, 1944 7 Sheets-Sheet 2 FIG. IE3

INVENTOR.

ROBERT LAPSLEY BY X Z mm ATTYS.

R. LAPSLEY TRANSMISSION May 13, 1952 7 Sheets-Sheet 3 Original FiledMarch 15, 1944 FIG. 2

INVENTOR.

ROBERT LAPSLEY R. LAPSLEY May 13, 1952 TRANSMISSION 7 Sheets-Sheet 4Original Filed March 15, 1944 STORAGE TANK LOW CLUTCH FIG. 4

[7o DIRECT CLUTCH INVENTOR. ROBERT LAPSLEY ATTYS.

R. LAPSLEY TRANSMISSION May 13, '1952 7 Sheets-Sheet 5 Original FiledMarch 15, 1944 mNN mmN

I} now INVENTOR.

ROBERT LAPSLEY Mr M ATTYS.

y 13, 1952 R. LAPSLEY 2,596,700

' TRANSMISSION Original Filed March 15, 1944 7 Sheets-Sheet 6 FIG. 7

FIG. 8 I38 244 INVENTOR.

ROBERT LAPSLEY ATTYS.

y 3, 1952 R. LAPSLEY 2,596,700

TRANSMISSION Original Filed March 15, 1944 .7 Sheets-Sheet 7 FIG. 9

FIG. I0

(B -2481(6) Q 247 I 240 O IN VEN TOR. ROBERT LAPSLEY ATTYS.

Patented May 13, 1952 TRANSMISSION Robert Lapsley, Buchanan, Mich.,assignor to Clark Equipment Company, Buchanan, Mich, a corporation ofMichigan Original application March 15, 1944, Serial No. 526,829.Divided and this application March 31, 1951, Serial No. 218,603.

9 Claims.

My present invention relates generally to transmissions, and, morespecifically, is directed to control means for a fluid torque converterand gear means driven therefrom.

This is a divisional application of my copending application, Serial No.526,829, filed March 15, 1944.

The control means of my present invention, may, for example, be used inconnection with the transmission forming the subject matter of my aboveidentified copending application. This transmission comprises input andoutput shafts with first gear means between the input and output shaftsfor eifecting a low speed drive to the output shaft. The first gearmeans includes a gear rotatable on the output shaft which is adapted tobe coupled thereto by means of suitable internal pressure responsiveclutch means. High speed drive to the output shaft is effected byinternal pressure responsive clutch means between the input and outputshafts. The input shaft of the transmission is driven by the drivenelement of a conventional fluid torque converter and the drive elementof the fluid torque converter is, in turn, driven by an internalcombustion engine.

It is an object of my present invention to provide a control valvemechanism for selectively admitting fluid under pressure to fluidpressure responsive clutch means for effecting one of a plurality ofdrive ratios to a transmission output shaft.

In the specific embodiment of my present invention, the control valvemechanism is adapted to selectively admit fluid under pressure to theinternal pressure responsive clutch means of the transmission describedabove for effecting either low speed drive or high speed drive to thetransmission output shaft.

It is another object of my present invention to provide a fluid pumpdriven by the transmission for selectively actuating the control valvemechanism in accordance with the engine speed.

It is a further object of my present invention to provide a fluidcircuit comprising a fluid reservoir and a fluid pump driven by thedriven element of the fluid torque converter which fluid pump includes afirst stage for drawing fluid from the reservoir and delivering thefluid under pressure to the converter and a second stage for receiving aportion of the fluid under pressure from the first stage and deliveringthe fluid under a higher pressure to the control valve mechanism whereit is subsequently directed to one of the, internal pressure responsiveclutch means.

It is a still further object of my invention to provide a fluid circuitof the character noted, wherein the fluid pump includes a third stagefor returning leakage fluid to the fluid reservoir.

Now, in order to acquaint those skilled in the art with the manner ofconstructing and using the devices of my present invention, I shalldescribe in connection with the accompanying drawings a preferredembodiment of my invention.

In the drawings:

Figure 1A is an elevational sectional view of a torque converter and onegear train of a preferred embodiment of the invention;

Figure 1B is a continuation of Figure 1A showing the second gear trainand the reverse control mechanism;

Figure 2 is a top plan view of the transmission shown in Figures 1A and1B;

Figure 3 is a side elevation of a transmission shown in Figure 2;

Figure 4 is an end view of the transmission shown in Figure 3;

Figure 5 is a somewhat diagrammatic illustration of the fluid controlcircuit for the torque converter and the gear shifting mechanism asembodied in the present invention;

Figure 6 is a sectional view through the control valve mechanism inneutral position;

Figure '7 is a corresponding view of the control valve mechanism inautomatic low-position;

Figure 8 is a corresponding view of the control valve mechanism inautomatic high position;

Figure 9 is a View showing the control valve in manual forward drive;and

Figure 10 is a corresponding view of the control valve mechanism inmanual reverse drive.

Referring now in detail to the drawings, the torque converter portion ofthe transmission is enclosed within a suitable housing 5, joined orotherwise secured to the crank case of the engine. Within the housing 5there is a flywheel portion 6 bolted or otherwise secured to the crankshaft of the engine and carrying at its outer periphery I the ring gear1 arranged as a starter gear.

The member 6 is also provided with a internal gear portion 3 meshingwith an external gear portion 9 of the, impeller member If] of thetorque converter. The impeller member Ill has a first 'hub portion llmounted as by means of the bearings l2 upon the reduced end [3 of adriving shaft [4 constituting an input shaft to the gear unit portion ofthe transmission. At its opposite side the impeller member ID has asecond hub portion I5 mounted by means of suitable bearings i6 upon aflanged sleeve l1 bolted or otherwise suitably secured in the end wallE8 of the housing 5.

The rotor or driven member of the torque converter is indicatedgenerally at l9, and includes a hub portion 28' Secured as by means ofthe bolts 22 to a flanged sleeve 23 splined upon the shaft I4 andserving at one end as a bearing retainer support for the bearingassembly l2. The sleeve 23 is axially spaced relative to the sleeve [1to provide an annular channel 25 therebetween,

whereby leakage fluid from the torque converter 7 can pass through thischannel and along the external surface of the shaft M to the passageway25 which leads into axial bushing 21 open-- ing into an axial bore 28 inthe output shaft 29 for a purpose to be described hereinafter.

Bolted or otherwise secured to the second hub portion of the impellermember is a flanged gear 30 having a gear portion 32 adapted to drive asuitable pump, the details of which are not believed pertinent to thepresent invention. Secured between the internal hub surface of themember Biland the sleeve H are a pair of oil sealing rings 33 to preventleakage therebetween and similar sealing rings 34 are provided betweenthe sleeve member I! and the enlarged portion of shaft I4 posterior tothe passageway 25.

Intermediate the rotor and the hub portion 15 of the impeller is astator member 35 which has a hub portion splined or otherwise suitablysecured to the outer race 35 of a roller hearing assembly 3'! comprisinga one-way brake construction which prevents reverse rotation of thestator 35 but allowsit to rotate forwardly with the rotor and impellerwhen torque multiplication is no longer necessary. This construction issomewhat conventional, and it is not believed necessary to describe itin detail.

While the torque converter is of more or less conventional form, it hasbeen found desirable to provide a torque converter in which the impellerportion Ill is of substantially the same construction and size as therotor portion l9, thereby providing substantially equal portions for themovement of fluid between these two members. Fluid for operating theimpeller is delivered thereto through a passageway 38 extending throughthe flanged end 39 of the sleeve I1, and thence through the passageway40 and the port 42 into the annular space 43 between the hub of thestator 35 and the hub portion [5 of the impeller 10. This fluid isdelivered under a suitable pressure from one portion of the pump drivenby the gear '32, the pressure preferably being of the order of 30 to 35pounds per square inch in one embodiment of the invention.

Bolted or otherwise suitably secured to the end wall [8 of the housing 5is the end wall 43 of the gear box or transmission case 44. This gearbox has a bossportion 45 receiving a suitable bearing assembly 46whereby the enlarged end 41 of the shaft [4 is rotatably supported inthe housing 44 The extreme end of the shaft I4 is further enlarged asindicated at 48 and provided with an external clutch portion 49 adaptedto receive the internal clutch portion 55 of the gear member indicatedgenerally at 52. The gear member 52 is composed of two radiallyextending flange portions 53 and 54, and the intermediate external gearportion 55 having the gear teeth 'meshing with the gear teeth 51 of thegear member 58 splined upon the splines 59 of the countershaft 60. Theintermediate gear portion of the gear 52 is secured into position by acircumferential series of studs 52 and the adjacent face of the flangemembers 53 and 54 are provided with annular serrations 63 adapted toreceive corresponding serrated ends 64 of oppositely arranged pistonmember 55, the piston members being normally "adapted to be contractedinto position by the spring 66 and being spread apart by oil pressureintroduced into the radial passageway 61 in the shaft 29 and enteringbetween the pistons and operating to move them laterally into clutchingengagement with the serrations 63 when it is desired to clutch the gear55 to the shaft 29. The intermediate member 58 which carries thecircumferential series of piston 55 is splined upon the shaft 29, and ispreferably provided with an annular port 83 providing a manifold forconnecting the respective pistons to the source of fluid pressure.

This particular clutching arrangement and the operation thereof isdescribed in detail in the patent to Schneider No. 2,333,682 issuedNovember 9, 1943.

t will thus be apparent that the gear 55 is at all times driven from theshaft [4, and in turn drives the gear 58 on the countershaft wheneverthe shaft id is being rotated by the torque converter.

The oil passageway 25 and bushing 2i provides suitable means forallowing leakage oil from the torque converter to enter the axial bore28 of the shaft 29. This oil is arranged to pass through suitable ports15 formed radially in the shaft 29 and the bushings T2 for lubricatingthe hub portions of flanges 53 and 5 3, it being understood that thesepassageways are separated from the passageway through which fluid isintroduced to port 57 by means of the separator member 13 disposedwithin the internal bore in the shaft 29 and provided with three flutedopenings as indicated in section in Figure 1B.

The countershaft 50 is mounted at its forward end in the roller bearingassembly i5 secured in the offset partition portion 16 of the housing44. The end of the bearing assembly and the opening in the partition 16is closed by means of the member TI, and a suitable passageway 18 leadsfrom the torque converter housing 5 to draw leakage fluid from theconverter through the passageway 18 of the bearing '65 and to the axialbore or passageway 19 formed in the countershaft. The opposite end ofthe countershaft is supported in the ball bearing assembly which islubricated by discharge from the passageway "I9 into the bearing cap 82overlying the end of shaft 50 and securedto the rear end wall of thetransmission housing 44.

In addition to the gear 58 keyed, to the countershaft 60 there is asecond gear 83 rotatably mounted upon the-countershaft by means of theneedle bearings 84, these bearings being lubricated by radial port 55extending from the passageway 19 to the bearings "84. A suitableseparator member 86 is interposed between the gears 58 and 83 as shownin Figure 133.

Mounted in splined engagement upon the shaft 55 is the gear 81 which hasthe reduced 'clutch tooth portion 88 adapted in one position of the gear81 to mesh with the internal. clutch teeth 89 of the gear 83 forclutching the gear 83 to the shaft 50 to provide drive thereof from 'theshaft. In a shifted posit'ion of the gear 81 produced by operation ofthe .yoke 90 controlled by the arm 92, the gear 81 is moved to the rightinto meshing engagement with a gear '93 mounted upon a lay shaft 94 andhaving the gear portion 95 arranged in constant meshing engagement withthe gear portion 96 of a second ear indicated generally at 91 mounted onthe output shaft 29. In this position the shaft 60 through the gear 81drives the gear 93 which in turn through the gear portion 95 impartsreverse rotation to the gear portion 96 of the gear 91. The gear 81thereby constitutes the means, manually operable, for operativelycoupling the countershaft 60 to the reverse gear train or other gear 83.

The gear 91 is somewhat similar to the gear 52 having the two sideflange portions 98 and 99 provided with serrations I corresponding tothe serrations 63. The flanges 98 and 99 are conjointly secured to thegear 96 by means of studs I02, and the assembly thereby encloses theintermediate member I03 splined to the shaft 29. The intermediate memberI03 is provided with pistons I94 corresponding to the pistons 65arranged in circumferentially spaced relation and operated by fluidpressure for expansion to clutch the gear 96 to the shaft 29. Thesepistons and the cylinder associated therewith constitute the selectivemeans for coupling either gear 52 or gear 91 to output shaft 29.

Considering the separator member 13 in more detail, it will be notedthat this member is mounted within the cylindrical bushing I06 carriedin the bore of shaft 29 and is provided with three flutes engaging theinternal annular surface of the bushing I06 to provide threelongitudinal passageways I01, I08 and I09. The passageway I09 isconnected through the passageway 61 for controlling the operation of thepistons 65 to clutch the gear 55 to the shaft 29. The passageway I08 isarranged to receive fluid which is forced therethrough, and thencethrough the passageway H0 and the port H2 in the hub portion of theintermediate member I03 to actuate pistons I04 for clutching gear 96 toshaft 29. The third passageway I01 communicates with the port 28 forallowing leakage fluid from the torque converter to pass through theport 28 and thence through the passageway I01 from whence it is directedthrough ports 10 and ports H3 for lubricating the hub portions offlanges 98 and 99 which are freely rotatable about shaft 29 on needleroller bearings.

Immediately to the rear of the outer flange 98 of gear 91 there isprovided a separator member I I4 in the form of a gear having drivingengagement with a. suitable pump, which pump develops a fluid pressurein accordance with the speed of rotation of the gear H4. This fluidpressure is therefore responsive to the speed of the vehicle, since thegear'l I4 is mounted on the output shaft and thus rotates in directratio with the speed of the vehicle. Disposed between the member H4 andthe bearings H5 for rotatably supporting the end of the shaft 29 aredistributor members I I6 and I I1, respectively, arranged forcommunication with fluid conduit lines H8 and H9,

introduced to the passageway I08 of separator member 13. It is notbelieved necessary to describe in detail the construction ofthedistributor members, since these are the subject matter of acopending application of Burton J .,Mills, filed August 9, 1944, SerialNo. 548,741, now Patent No. 2,419.906 issued April 29, 1947. I

Mounted on the shaft 29 beyond the bearings H5 is the speedometer gearmember I22 which drives the speedometer worm I23 leading to thespeedometer of the vehicle. A suitable brake supporting member I24 ismounted on the rear wall of the transmission 44 and at its outer endsupports the brake shoe I25 in any conventional manner. The shaft 29receives the flange member I26 which in turn is connected to the spiderportion I21 of a brake drum I28. A suitable acgagement with the drum I28to provide a service or parking brake. I

Considering Figures 2, 3 and 41 of the drawings, similar referencenumerals have been employed to designate corresponding parts of allthese views. It will be noted thatthe transmission housing 44 isprovided with a top or cover plate I35 bolted or otherwise securedthereon. The under surface of the cover receives the control valve I36shown in more detail in Figures 6 to 10. Also mounted on the cover I35are a pair of actuating shafts I38 and I39 which project through theplate I35 and on their outer ends are provided with arms I40 and I42respectively. The shaft I38 is connected through the arm I 40 to amanually operated lever preferably mounted at a remote point such, forexample, as on the steering post of a vehicle beneath the steeringwheel. The arm I42 is connected in any suitable manner to a throttleresponsive mechanism such as the diaphragm operated member I4Iresponsive to the vacuum in the intake engine manifold. The operation ofthese two shaftsand their associated lever arms in conjunction with thecontrol of. the transmission will be described in detail hereinafter.

Mounted upon the side of the transmission there is provided a crank armI43 which is securely mounted on a transverse shaft I44 extendedentirely through the housing 44 and at the opposite side thereof havingthe lever I45 secured thereto. The lever I45, in turn, through theadjustable link I46 is connected to a second lever I41 mounted on theprojecting end of theshaft I48. lhe shaft I48, as shown in Figure 13,has mounted thereon within the transmission the arm 92 which operates toactuate the shifting mechanism for the gear 81. The lever I43 throughsuitable control mechanism is connected to a control lever adjacent theoperator of the vehicle whereby by rotating the lever I43 in acounterclockwise direction the gear 81 can be shifted from the positionshown in Figure IE to a position in which it will be in meshingengagement with the gear 93.

It should be noted that the transmission case 44 adjacent the lower rearend thereof is provided with a drain plug I50 having a filter portionI52 within the interior of the transmission housing. Also the housingitself is provided with the laterally offset portion I53 whichaccommodates the shaft 94, this shaft being disposed laterally of andintermediate the horizontal planes of the shafts 29 and 60. Also, on theopposite side of the transmission housing there is provided an off-- setportion I55 which is adapted to receive the gear piunp operated by thegear 32 shown in Figure 1A, this pump being diagrammatically shown inFigure 5 to which referencewill now be made.

In Figure the prime mover or engine of the vehicle is shown generally atI56'and has contransmission. The converter itself is indicated at I8,and it will be noted that the gear pump indicated generally at I51actually has three gear portions, it being understood that the pump isof the geared rotor type and is adapted to receive fluid from theconduit I58 leading from the lower end of storage tank I59 and to forceit under pressure through conduit I66 and passageway 38 shown in Figure1A into the torque converter I 0. From the torque converter this fluidis discharged through the conduit I52 into a cooler I63 mounted adjacentthe engine and preferably driven from the crank shaft thereof anddisposed adjacent the engine fan I54. From the cooler the fiuid passesthrough conduit I65 back to the storage tank I591. The outlet orpressure side of the pump I66 has a second conduit I'B'I leading intothe high pressure pump portion I68 where the fluid is forced under aconsiderably higher pressure into the line I59 leading to the controlvalve I36. It will be noted that a portion of the conduit I69 is formedwithin the cover plate I35 of the transmission housing and leads intothe control valve. From the control valve there are two conduits I I8and I I9, respectively, also shown in Figure 1B, the conduit I I8leading to the low speed clutch for the gear 93 and the conduit H9leading to the direct drive clutch which clutches "the gear 52 to theshaft 29. The position of this control valve as determined by the speedand load responsive means, to be described hereinafter, thus selectswhich of the piston means is actuated and consequently, which gear isselectively coupled to the output shaft 29. Suitable vents from theclutches and also from the control valve allow the unused fluid to bedischarged into the lower end of the transmission housing and into thesump indicated generally at III] in Figure 1A. From this sump I10 fluidis drawn by the third section of the pump I57 indicated at I12 into thefilter I13 where any dirt or foreign matter is filtered out, and thencethrough conduit I'M back to the storage tank I59. It will be noted thatthe filter I13 is arranged to receive the sump fluid in the top thereofand to discharge the fluid through the lower end thereof back to thestorage tank. This eliminates return of any entrapped air or the like tothe storage tank, since both the control circuit fluid for operatingthe.

Such a pressure I have found in one form of the invention to be of theorder of 150 pounds per square inch which can be readily developed-bythis pump construction.

Considering now the control valve mechanism I35 which has beenpreviously referred to as being located on the under surface of thetransmission cover I35. This structure is shown more clearly in Figure6. The control valve comprises a valve body member 200 provided with lugportions: 2021whereby it can be bolted as by means of-bolts 263 to. theunder surface of the cover I35. The. conduit IE9 which leads from the.high pressure pump section I63 through the cover I35 provides forintroduction of oil under pressure into the control valve through theport. 204 shown in Figure 6. This port opens into a cylindricalpassageway 285 formed in the valve body and preferably receiving theplunger 206 which is arranged for reciprocatory movement within the bore255. a

The plunger 2% has a projecting end provided with a pocket or recessadapted to receive the end 268 of the control arm 209 which arm issecured to the inner end of the shaft I38 projecting through the cover Iand having on its outer end the arm I connected to the manually operablelever mounted beneath the steering wheel. In the position shown inFigure 6 the shaft I38 has been shifted to a neutral position, andconsequently the plunger 2% is in a neutral position and is retained inthis position by the detent ball 25B seated in a recess 2 I2 formed inthe plunger 2%, the ball 2Iii being held in the recess by means of thespring 2 I3 biased against the inner end of a stop nut 2 Id. The plunger2% adjacent the end opposite the recess 20? is provided with oppositelydisposed flatted portions 2l5 which provide communication with the port204 for leading fluid under pressure from the conduit I69 through port2M and the channels 2I5 to the reduced portion 2 It of the plunger.

In the neutral position shown in Figure 6 the reduced portion 2 I 5 ofthe plunger is disposed in alinement with the vent port 21'! whereby thefluid developed by the pump section IE8 is merely vented so that nocontrol operation is effected.

The plunger 2% is also provided with detent seats 2 I8, 219 and 220,respectively. When shifted into a position where the ball 2H] sets inthe seat 2E8 the plunger is disposed in the position shown in Figure 7which corresponds to a movement ofthe manual control lever for automaticoperation of the transmission. In this position it will be apparent thatthe operating fluid enters through the port 204 and enters through theport 2&4 and thence through the channels 255 and is directed to thereduced portion 2 I6 of the plunger 2%. However, the plunger in thiscase has been shifted into a position where the reduced portion 2 I6 isout of alinement with the vent' 2 II but is in alinement with a port2I'8 opening into a second bore 219 formed in the valve body I35. Withinthe bore 2I9 there is provided a plunger member 220 which is slideableaxially therein and which has a reduced portion 222 into which the port2I8 opens when the plunger is in position shown in Figure 7. The bore2I9 of the valve body is closed at one end by means of the stop plug ornut 223, and at its opposite end is provided with a reduced portion 224closed at its end by corresponding plug 225. -Within the reduced bore224 there is slideably mounted a second plunger 225 abutting against theend of plunger 22%] and having areduced or necked portion 22? adapted tocontrol the operation of a ball member 228 allowing the ball to moveinwardly when the necked portion 221 is alined with the ball but forcingthe ball outwardly when'the plunger is shifted to the right. Adjacentthe end of the reduced portion 224 there is'provided a port 229 which isconnected with the pressure side of the pump operated by gear I I4,which pump is described in detail in my copending applicationserial No.519,949, filed January' 20, 1944,- now' Patent No. 2,433,954 issuedJanuary 6, 1948. This fluid pressure is in direct proportion to thespeed. of the vehicle and operates against the adjacent end of plunger226 for controlling the movement thereof and thereby holds the plungeragainst the end of plunger 228, this holding force being augmented bythe pressure of spring 238 mounted within the enlarged bore 2I8 and alsoacting against the end of plunger 228. Thus the gear I I4, which drivesthe speed responsive pump, and the arm I42, connected to the throttlecontrolled diaphragm, constitute the mechanism for controlling the speedand load responsive means shown in the valve mechanism of Figure 6 to 10inclusive.

. The plunger 228 is provided with an angularly extending bore 232 whichallows passage of fluid from the reduced portion 222 to a second reducedportion 233 thereby bypassing the intermediate reduced portion 234 inthe position shown in Figure 7. Thereby the operating fluid under highpressure passes through the port 2I8 into and around the reduced portion222 of the plunger 228 and thence through the diagonal passageway 232into and around 'the reduced portion 233 of plunger 228. From here thefluid passes into the port 235 which leads to the conduit I I 8 and fromthis conduit through separator or divider I I6 into the passageway I88and thence into the port H8 and passageway II2 into the chamberintermediate pistons I84, expanding these pistons for clutching gear 91to shaft 29. Since at this time the control lever I43 has not beenactuated, gear 81 is in clutching engagement with countershaft gear 83,and since the torque converter is imparting torque to the countershaftthrough the rotor driven shaft I4, gears 49 and 58 and thence throughgear 55 and countershaft 53 it is apparent that this torque istransmitted from the gear 83 to the gear 91 and thence to the shaft 29providing an automatic low speed drive of the ole. l

As the vehicle is under load under these conditions the throttleresponsive lever I42 is in high vacuum position as shown in full linesin Figures 6 and 7 and the shaft I39 to which this lever is connectedhas on its inner end the arm 236 connected thereto, which arm is in theposition shown. This arm through link 231 and rocker arm 238 isconnected to a link 239 pivotally mounted on rocker arm 238 at itsmidpoint. The link 239 in turn is connected to the extending end 248 ofa control valve member having a sleeve valve portion 242 mounted withinthe bore 243 of the valve body I36. The sleeve valve 242 has ports 244formed therein for allowing pressure exerted against the end of thesleeve valve 242 to be directed against the corresponding end of atelescoping sleeve valve member 245 which member is normally urged intoits limiting position by means of spring 246 mounted in the sleevevelrvalve member 245 and biased at its opposite end against a stopwasher 241. Within the bore, 243 at the right-hand end thereof there isprovided a port 248 which is also connected to the speed responsive pumphaving common connection with the port 229 thereto. The arm 236,together with piston 242 and sleeve 245 thus constitutes the speed andload responsive means within the valve mechanism 286. Since the vehiclespeed at this time is not sufiicient to produce sufiicient pressure atthe pump driven by gear II4, the inner sleeve valve member 245 remainsin position against the port 244 until suchtime as the speed responsivepump pressure is sufficient to move the member'245 to the left againstthe spring 246.

With the vehicle moving forwardly in low speed, that is with gear 91clutched to the output shaft 29, a reduced driving ratio is providedfrom the torque converter shaft I4 to the rear axle of the vehicle.

As the vehicle accelerates and gains speed the pressure of the speedresponsive pump driven by gear II 4 increases. At the same time the loadon the engine tends to decrease. At some point which is predetermined byproper adjustment, the throttle control mechanism including thediaphragm member I M operates to move the arm 236 from the positionshown in full lines in Figures 7 and 8 to the dotted line position inFigure 8. As this movement occurs, sleeve valve 242 is drawn forwardlyor to the right from the position shown in Figure 7 to that shown inFigure 8, and because of the increased pressure effective through port248 and the increased exposed area of the inner sleeve 245 the latter isforced rearwardly against the force of spring 246. This uncovers theport 258 of the valve member 242 opening this port for communicationthrough port 252 and thence allowing oil under pressure to pass fromport 252 through a suitable conduit into a port 253 of the cylinder 2I9.Since the plunger 228 is larger in diameter than the plunger 226, theintroduction of pressure into the left-hand end of cylinder 2I9 movesplunger 228 to the right, and consequently moves plunger 226 to theright, forcing the ball 228 outwardly thereby rocking the arcuate lever254 in a counterclockwise direction from the position shown in fulllines in Figure 7 to the dotted line position of that figure or to thefull line position of Figure 8. The shifting of the plunger 228 to theright causes the clutch operating fluid from port 284 to pass throughthe reduced portion 2 I6 of plunger 286, thence through the port 2 I8into the space around the reduced portion 222 of plunger 228. From thispoint the fluid passes through the port 215 into cylinder 212, wherevalve 210 is held in'position closing passageway 213 by means of aspring. Consequently, the fluid under pressure passes through port 214connected to the conduit I I 9. From this conduit the fluid underpressure passes through the distributor II6 into the longitudinalpassageway I89 of separator 13 and from the passageway I89 through port61 into the space between the pistons 65. Simultaneously with thismovement of the plunger 228, however, the port 235 which is the port forcontrolling the operation of the clutches in the gear 91 is ventedaround the reduced. portion 234 of plunger 228 and thence through thevent port 256 in the cylinder 2I9 so that the springs between thepistons I84 retract, these pistons upon reduction of pressuredisengaging the gear 91 from the shaft 29 at the same time that the gear52 is clutched to the shaft 29. The plunger 226 thus constitutes themeans for selectively connecting the fluid pressure receiving ports invalve mechanism 286 with either the conduit I I8 or conduit I I 9 toenergize selectively the clutches in gears 91 and 52, andcorrespondingly vent the unenergized clutch mechanism.

It will thus be seen that by this operation the transmission has beenshifted from low speed drive to direct drive. Simultaneously with thisshifting of gears in the transmission the throttle responsive arm 236 ismoved back to the full line position of Figure 8 from the dotted lineposition, since the engine is now under additional load and draws thesleeve valve 242 into a position still holding ports 258 and 252 inalinement. The

11 A transmission will stay in the position produced by this shifting ofthe sleeve valve member and maintain the gear 52 engaged until such timethat the speed of the vehicle drops to a point where the pressure of thefluid developed by the pump driven by gear H4 is insufficient to holdthe sliding valve 245 in a position opening the port 250 of valve 242 tocommunication with ports 244.

Closing of the port 250 results in the sleeve member 245 moving back tothe position shown in Figure '7 and its ports 260 thereupon provide forventing of the port 252 out through the stop member 241. This vents theleft-hand end of cylinder 2 I9 and since there is still pressureeffective in port 229 this pressure plus the effect of spring 230 willmove the piston 220 to the left, closing off the port'215 from theinfluence of the clutch operating fluid entering through port 204 andreopening the port 235 to this fluid, thereby disengaging gear 52 fromshaft 29 and reengaging gear 91, thus shifting the transmission back toa low ratio drive.

Thus, it will be seen that with the arm 209 shifted into a positionproviding for automatic driving of the transmission the arm 236 underthe control of engine throttle conditions and the fluid pressuredeveloped at ports 229 and 248 will automatically control the selectiveoperations required for clutching gears 91 or 52 to shaft 29, dependingupon the existing speed andloa'd conditions in the vehicle.

If manual control of the vehicle is desired, the arm 209 is shifted fromthe position shown in Figures 7 and 8 back through the neutral positionshown in Figure 6 and into the opposite position shown in Figures 9 and10, Figure 9 showing a position of plunger 206 for manual forward driveand Figure 10 showing the position of plunger 206 for manual reversedrive, in which the gear 81 has been shifted to a reverse controlposition by counterclockwise movement of lever I43. If arm I43 has notbeen operated, however, the two positions of plunger 206 shown inFigures 9 and 10 will give manual speed control for forward drive whichwill now be discussed.

Considering Figure 10, with the plunger 206 shifted into a position suchthat the detent ball 2l0 is disposed in detent 2 l9 and with the leverI43 in a position engaging the clutch portion of gear I81 with the gear83 on the countershaft, it will be noted that the port 204 is incommunication through the channels 2I5 and the reduced portion 2I6 ofthe plunger directly with the port 235. Simultaneously, the port 215will be vented around the reduced portion 234 of plunger 220 through thevent opening 259 formed in the bore 219 so that the pistons 65 of thegear 52 will be vented through this passageway resulting in the gear 52running free upon the shaft 29. At the same time the clutch operatingfluid under pressure from port 204 is directed into port 235 and thencethrough conduit H8 and passageway I08 for operating the pistons III-4 toclutch gear 91 to shaft 29 thus engaging the low speed drive of thevehicle by manual control of the operator shifting arm 209 to theposition shown in Figure 10.

Since the plunger 206 is held in the position shown in Figure 10 it isimmaterial what pressures are operating at ports 229 and 248 inasmuch asthe shifting movement of the plunger 220 will not result in disturbingthe direct connection of the reduced portion 2 I6 of the plunger 206with the port 235. Further, no pressure can escape from port 235 throughthe reduced portion 233 of plunger 220 and thence through the diagonalpassageway 232 and port 2 I8 since port 2! is closed by the plunger 206.However, if the speed of the vehicle should exceed a predeterminedamount such as to force the sliding valve 245 into a position opening upport 250 to the pressure from the speed responsive pump into port 248and the plunger 220 should be shifted to the right, this would result indisengagement of the gear 52 from shaft 29, since port 235 could thencommunicate through the reduced portion 234 of plunger 220 and the ventport 256 located in vent 219.. Consequently, this manual forward drivecan be used only under conditions such that this pressure from the speedresponsive pump is not developed.

If it is desired to shift from low speed manual forward condition todirect drive manual forward condition the arm 209 is rotated stillfurther in a counterclockwise direction as shown in Figure 9, movingplunger 206 into position where ball 2I0 seats in the recess 220. Inthis position, which is shown in Figure 9, the port 204 is in directcommunication with the port 255 leading to the gear pistons 65 throughthe reduced portion 23I of plunger 220 thence through passageway 213against valve 210, which thereupon moves to the left against its springpressure, closing port 215 and uncovering port 214 which is connected toconduit H9, thereby effecting clutching of the gear 52 to the shaft 29.At the same time the port 235 is vented through the diagonal passageway232 and the port 2I8, and also through the vent port 265 into thepassageway 263 formed axially in the piston 206. Thus the gear 91 isimmediately disengaged from shaft 29 as the gear 52 is clutched thereto.In this position it will also be noted that the left-hand end ofcylinder 219 is vented through port 253 and ports 252 and 250 outwardlythrough the sleeve valve member 245 and the stop member 241 so that thepiston 220 will stay in the position shown.

If is it desired to provide a reverse drive the arm I43 is rotatedcounterclockwise from the position shown in Figures 2 and 3 into aposition where the gear 81 is in engagement with the gear 93. This shiftis effected manually by the operator. If the arm 209 is then shiftedinto position shown in Figure 10 a reverse drive is effected byclutching gear 91 to the shaft 29 through operation of the fluidpressure through port 235 to conduit I I8 and thence along passagewayI08 to actuate pistons I04 which clutch gear 91 to shaft 29 and throughgear 81 and the gear 93-95 efiect reverse drive thereof in the reducedspeed ratio. Simultaneously gear 52 is declutched since piston 206 inthe position shown in Figure 10, vents the right-hand end of cylinder212 through passageway 213, reduced portion 23I of plunger 220, port 255and vent passageway 252 leading into bore 263. Manual forward drive inhigh or direct under these, conditions may be effected by shifting arm209 into the position shown in Figure 9 which vents port 235 to disengage gear 91 and simultaneously introduces fluid under pressure intoport 255 to couple gear 52 to the shaft through pressure against valve210 uncovering port 214. I

It is to be understood that during the manual control of thetransmission it is not desired that the vehicle be operated at any greatspeed, since this manual control is for parking purposes when slightforward and reverse movements of the vehicle are desired, or for manualoperation under extreme conditions to get the vehicle moving but not fornormal operation of the vehicle. Consequently, the speed responsive pumpdriven by gear I I4 is never operated at a speed sufficient to develop apressure operative of itself for actuating the sleeve valve 25.5. If toohigh pressures are developed under such conditions as illustrated inFigure 9, the sliding plunger 229 arranged in the cylinder 2l9 will moveto the right, thereby opening the port 255 through the reduced portion233 of plunger 220 and through passageway 232 to the vent port 2 I 8therebyventing the fluid pressure necessary to operate the pistons 65and thus preventing the operation of the transmission at too high speed.Under the positions of the control valve ports as shown in Figure withthe clutch portion of gear 87 engaged with the gear 83 to clutch thelatter to the countershaft 6B, or with the clutch 81 engaged with thereverse gearing to effect either a low forward drive or reverse drive,shifting of the plunger 220 to the right as viewed in the drawing wouldalign the reduced portion 234 thereof with port 235 and the fluid underpressure delivered thereto through reduced portion 2% of plunger 206would be vented through the port 255.

It is therefore believed apparent that the present transmission iscapable of normal automatic operation in a forward direction uponselection by the operator moving the arm 239 to the position shown inFigures 7 and 8. During this automatic operation the shifting from lowspeed to direct drive in the gear box is accomplished automatically inaccordance with engine throttle position and the speed of the vehicle.When it is desired to park the vehicle the mechanism must be shiftedthrough neutral position shown in Figures 9 and 10, providing foroperation either in a manual forward or manual reverse, depending uponwhether gear 8! is shifted out of the position shown in Figure IE.

I do not intend to be limited to the exact details of the transmissionconstruction and control system herein disclosed as a preferred form ofmy invention, but only insofar as described by the scope and spirit ofthe appended claims.

I claim:

1. In a combined fluid torque converter and transmission unit having aplurality of change speed gear trains, means for selectively clutchingsaid gear trains into the drive train of said unit, including fluidpressure-responsive clutch means, control valve means therefor, anengine for driving the impeller of said converter, a pump driven by saidimpeller including a first stage for delivering fluid under pressure tosaid converter, a second stage for receiving a portion of the fluidunder pressure from said first stage and delivering said fluid under ahigher pressure to said control valve means, and a third stage forreturning leakage fluid to a storage reservoir, and pump means driven bysaid drive train for selectively actuating said control valve means inaccordance with engine speed.

2. In combination, a transmission including an output shaft, changespeed gear trains including rotatable gears on said shaft, pressurecontrolled clutch means for selectively clutching said gears to saidshaft, a control valve for said clutch means, a torque converter havinga driving element and a driven element, said driven'element transmittingtorque to said gear trains, a pump driven by said driving element andhaving a first stage for delivering fluid under pressure to saidconverter, and a second stage receiving a portion of said first stagefluid and delivering it 14 at a, higher pressure to said control valve,and automatic torque and speed responsive means operable to actuate saidcontrol valve for selective delivery of fluid under pressure to saidclutch means.

3. The combination of claim 2 including manually controlled overridingmeans in said control valve for selective actuation of said clutchmeans.

4. The combination of claim 2 including manually shiftable means in saidcontrol valve rendering said valve operative for manual selection ofsaid clutch actuatin means, said automatic means limiting the speed ofoperation under said manual control.

5. For use with a fluid torque converter and transmission unit having aplurality of change speed gear trains and fluid pressure controlledclutch means for selectively clutching the gear trains into the drivetrain of the transmission unit, the combination of, a control valvemechanism, a first pump element for delivering fluid under pressure tothe fluid torque converter, and a second pump element for receiving aportion of the fluid under pressure from said first pump element anddelivering the fluid under a higher pressure to said control valvemechanism, where it is directed to the fluid pressure controlled clutchmeans.

a 6. For use with a fluid torque converter and transmission unit havinga plurality of change iii speed gear trains and fluid pressurecontrolled clutch means for selectively clutching the gear trains intothe drive train of the transmission unit, the combination of, a controlvalve mechanism for selectively admitting fluid under pressure to thefluid pressure controlled clutch means, a fluid reservoir, a first pumpelement for drawing fluid from said fluid reservoir and delivering thefluid under pressure to the fluid torque converter, a second pumpelement for receiving a portion of the fluid under pressure from saidfirst pump element and delivering the fluid under a higher pressure tosaid control valve mechanism where it is directed to the fluid pressurecontrolled clutch means, and a third pump element for returning leakagefluid to said fluid reservoir.

7. For use with a fluid torque converter and transmission unit having aplurality of change speed gear trains and fluid pressure controlledclutch means for selectively clutching the gear trains into the drivetrain of the transmission unit, the combination of, a control valvemechanism for selectively admitting fluid under pressure to the fluidpressure controlled clutch means, a pump including a first stage fordelivering fluid under pressure to the fluid torque converter, and asecond stage for receiving a portion of the fluid under pressure fromsaid first stage and delivering the fluid under a higher pressure tosaid control valve mechanism where it is directed to the fluid pressurecontrolled clutch means.

8. For use with a fluid torque converter and transmission unit having aplurality of change a portion of the fluid under pressure from saidfirst stage and delivering the fluid under a higher pressure to saidcontrol valve mechanism where it is directed to the fluid pressurecontrolled clutch means, and a third stage for returning leakage fluidto said fluid reservoir.

9. For use with a fluid torque converter and transmission unit having aplurality of change speed gear trains and fluid pressure controlledclutch means for selectively clutching th gear trains into the drivetrain of the transmission, the combination of, a control valve mechanismfor selectively admitting fluid under pressure to the fluid pressurecontrolled clutch means, a fluid reservoir, a pump including a firststage for drawing fluid from said fluid reservoir and delivering thefluid under pressure to the fluid torque converter, a second stage forreceiving a portion of the fluid under pressure from said first stageand delivering the fluid under a higher pressure to said control valvemechanism where it is directed to the fluid pressure controlled clutchmeans, and a third stage for returning leakage fluid to said fluidreservoir, and pump means for selectively actuating said control valvemechanism in accordance with engine speed.

RGBERT LAPSLEY.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS

